Operation of internal combustion engines



Aug. 1, 1939. H. JNlCKE 2,167,951

oPERATIoN op INTERNAL coMusTIoN ENGINES" Filed Sept. 1o, 1937 :s sheetssheet 1 O` n`o Aug- 1; 1939- v H. JNlcKE 2,167,951

OPERATION OF INTERNAL COMBUSTION ENGINES iled'sept. 1 0, 1937 s sheets-sheet 2 Fig- . i n a 'n 2 al I 04 .l 5 h 1 "4 Inventar.'

Aug. 1, 1939. H. JNICKE OPERATION oF INTERNAL coMuvsTIoN ENGINES 3 Sheets-Sheet 3 Filed Sep`t. l0, 1937 Inventor:

.onkel wis@ S om l K Patented Aug. 1 1939 UNITED STATES PATENT FFICE Hermann Jnicke; Lochham, near Munich,

Germany l Application September 10, 1937, Serial No. 163,235v

In Germany September 16, 1936 1 2 Claims.

My invention relates to internal combustion engines and to the operation of such engines. It relates more particularly to means for regulating the turning moment of such an engine, quite especially if the engine is started under load, such as is mostly the case with vehicle driving engines, hoisting engines or other working engines.

According to the present invention these drawbacks are avoided inthat, in order to raise the turning moment of internal combustionengines which are as a rule started under load (for instance an engine acting on the vehicle directly without a throw-'out and a change speed gearing), the working chambers of the engine arel supplied with compressed gases withdrawn from the working chambers of another internal combustion engine operated with a higher number of rotations and which, during this Withdrawal of compressed gas, does not as a rule transmitany mechanical energy while in the same cycle of operation fuel is fed to the Working chambers of that other engine. On the engine to be started beingspeeded up sufficiently, the two engines are then coupled with the vehicle, working machine or other device which they. are designed to drivey jointly. However the two engines are now also operated independently of each other, for instance one in two-cycle, the other in four-cycle operation.

As compared with the known methods mentioned above thisinvention involves the great advantage that, once the necessary starting speed is attained, the entire engine set mounted for instance on avehicle is fully utilized for direct drive, without its being necessary to carry along any dead weight. Furthermore no undesirable rise of pressure above normal operation can arise in the driving engine during the supply of additional compressed gas, since no undue percentage of oxygen can occur in the working chambers.

'I'he two engines may be piston engines with an equal or different number of cylinders and with` equal or different piston surfaces and piston strokes, but the second engine designed to supply compressed gas for combustion may as well be a gas turbine and in that case the first engine, which for great turning moments, for instance when starting and speeding up a vehicle, is operated with compressed gas, will preferably be a piston engine. However both engines may also be gas turbines. They may be coupled directly and may then operate at equal speed, or they may be operated at different speeds, being coupled by means ofcorresponding' step-up or stepdown gearings, quite especially if a piston engine is coupled with a gas turbine.

In a special embodiment of this invention these two engines may be enclosed in a single engine casing vand in that case the engine set presents the outer appearance of va single engine. After the two engines have attained the required number of rotations, their speeds are equalized and the engines coupled with each other, whereupon `the transfusion of gas under pressure from one group of working chambers to the other is dis-v continued and the two groups then operated in the normal way like a. single engine.

The regulation cf the compressed gas supply and the turning moment depending therefrom can be effected in either of two ways: either the gas under pressure may be fed to the working chambers ofthe rst engine at a pressure kept approximately constant, the quantity of compressed lgas fed in being adapted to the performance per cycle required in each individual case. Whenthus proceeding, the compressed gases are withdrawn from the working cylinders, operating without any delivery of mechanical energy, under the same pressure, while the working cylinders to which. the compressed gas is supplied, Vare provided with an adjustable control for regulatingr the charge, so that the amount of the A charge can be adapted to the turning moment which shall be obtained.

-On the other hand it is also possible that the supply of the lcompressed gasto the working chambers of the rst engine is effected under variable pressure, the quantity of compressed gas and the pressure being adapted to performance per cycle required in each individual case. In this method of regulation it is useful to combine the control with the Working cylinders-of the second engine, from which the compressed gas is withdrawn, so that the required quantity of compressed gas can` be withdrawn from the cylinders under variable pressure. In this case it may be useful to operate this control in dependency from the required turning moment of the first engine, and this in such manner that in proportion to the decrease of the required turning moment gases under less high pressure are Withdrawn from the second engine and fed to the 1 first engine. Thus the change of pressure of the gas to be supplied occurs in dependency upon the number of rota-tions of the engine operated Awith the aid of this gas by adjusting a device which controls the beginning 'and end of the engine.

The second engine which as arule `does not furnish any mechanical energy while more or less gas under pressure is withdrawn under varying pressure, must be limited automatically, by means of a speed governor, to a predetermined maximum speed in order to prevent racing of the engine when less gas is withdrawn. For the operation of this engine under no load, when neither mechanical energy nor compressed gas are withdrawn, it is advisable to influence the automatic speed governor in such manner that a materially lower speed than that permitted by the governor during normal operation can be maintained, in order to avoid idle running at maximum speed and unnecessary wear of the engine. In coupling the two engines it is necessary to cause them to run substantially at equal speed, i. e. to reduce the speed of the engine, which hitherto did not deliver mechanical energy, but only compressed gas, to the `speed of the other engine. Since the engines must be coupled with each other at altogether different speeds, corresponding to the resistances offered or encountered by the vehicle, the regulation of the coupling speed will preferably be effected arbitrarily in accordance with .the conditions of each individual case. It yis therefore necessary to` provide the speed governor of the second engine furnishing compressed gas with an arbitrarily operable adjusting device serving to render the numbers of rotation of the two engines equal. Thus in this case the engine, from which compressed gas is withdrawn, will tend to operate at maximum speed until its speed isA reduced, for the purpose of synchronisation, by arbitrarily influencing the spring forming part of its governor. v

In contradistinction thereto it is also possible to enforce on the second engine, which furnishes the compressed gas, another speed characteristic by equipping its governor with an ad-` justing device operating in dependency on the speed of the first engine, which is fed with the compressed gas, this adjusting device. when the number of revolutionsof the engine rises, also influences the governor in the sense of an increase of speed up to a maximum. Since in proportion to the increase of speed of the first engine, fed with compressed gas, the consumption of compressed gas rises also, the governor of the,second. engine is inuenced in the sense of an increase of speed also in dependency on the speed of the first engine, in order to enable more compressed 1gas to be withdrawn. Also in this case a further adjusting member acting on the governor must be provided for the purpose of arbitrarily equalizing the speed of the two i engines about to be coupled with eaciiafother.

In the drawings amxed to this specification and forming part thereof several embodiments of this invention are illustrated diagrammatically `by way of example.

In the drawings -Figs. 1 'and 4 illustrate, in a purely matic manner, two examples of two-cycle engines and the means for controlling same, each engine being represented, for the sake of simplicity, only by one working cylinder.

Figs. 2, 3, 5 and 6 show diagrams illustrating changes of turning moments and speed.

Referring to the drawings and-first to Fig. 1-, I and 2 are the two engines, the engine I being permanently coupled with the vehicle (not shown) at 33. 4 and 3 are the fuel pumps, feeding fuel to the engines Il and 2, respectively.

'I'he quantity of `iuel supplied to engine 2 through pipe 36 is varied by a centrifugal governor 5,

driven by the crank shaft 62 of this engine,

load. The fuel is here supplied by pump 4 through pipe 38 to the engine I. normal intake and exhaust ports II and I2, respectively, the cylinders of engine 2 are also provided with positively controlled gas delivery valves I3. 4'I'he engine I, besides the normal intake ports I4 and exhaust ports I5, is also provided with feed valves I6 for compressed gas.`

The valves I3 and I6 are actuated by means of separate controlling mechanism (cam shafts I1, I9, driven by the crank shafts 62, 63, Ilevers I8, 20 and adjusting members 2l, 2'2, respectively). Between the two crank shafts a disengageable clutchA 23 is provided. A hand-operated lever 24 allows disengaging' this clutch by means of rods 25, 26 and at the same time controlling, by means of rods 21 and 26, the gas delivery and gas feed valves I3 and I6, respectively, and, by means of rods 28, 30, 3l, regulating the quantity of fuel supplied by the pumps 3 and 4, respectively. Of course it is not necessary that all these devices should be actuated by a single lever; a plurality of actuating means, operable independently of each other, may be provided.

'I'he operation of the combination of engines shown in Fig. 1 is as follows:

Lever 24 is shown in inoperative position; if it is moved through position a into position ai, the clutch 23 is disengaged by means of levers 2'5, V26, so that while now engine I is permanently coupled with the vehicle to be driven,

engine 2 can be started in a well known mannerby pneumatic or electrical means, indicated at 64 in a conventional manner, and can operate under no load without delivering mechanical en ergy. At the same time the governor 5 adjusts by means of the rods 6 and I the fuel pump 3 in such manner that during no `load operation a predetermined speed is not exceeded. In order to be able to influence this no-load speed of engine 2, the lever 9 is so moved' that the governor spring 8 is expanded and the governor weights already; adjusted at a lower speed. In the position ai of lever 24 the valves I3 and I6 are not yet actuated. However, when the lever is moved into the position b, the movement of the adjusting members 2l and 22 causesthe ends of the valve control levers I8 and 20respectively, to be shifted, whereby the cam shafts I1 and I8 cause the valves I3 and I6, respectively, of the two engines to be actuated. Now at a predetermined point of each cycle a predetermined quantity of compressed Vgas is'withdrawnfrom Besides the engine 2 through valve I3, this gas being fed to engine I through pipe 3l and valve I6. The gas on expanding inv this engine causes the engine and .the vehicle coupled with it to start. Since lby releasingthe governor 5 the number of revolutins of the engine 2 can be adjusted by means of the governor 5 for maximum speed. only` a comparatively small "quantity of compressed gas need be withdrawn per cycle from engine 2 through valve I3, and this small quantity of compressed gas, in viewl, of the very low number of revolutions of engine I during start- 75 arancel.

' which valve It opens, can' be adjusted arbitrarily by means of the cam face 32' of member 22 by moving lever 24' between the positions b and c. 0f course the two engines might also be operated as four-cycle engines with a corresponding control of intake andexhaust ports instead of the slot control usual in two-cycle engines.

Fig. 2 illustrates pressure-volume diagrams of a working cylinder of engine I. If this engine is operated as a normal two-cycle engine without an extra supply of compressed gas, i. .e. without valve I6 being actuated, the operating plane of the diagram is enclosed between the curves d and e. In that case after compression according to curve d the injection and combustion of fuel and the expansion of the compressed gases occurs according to curve e. For the drst starting stroke of the enginehowever compressed gas is supplied through valve IB only according tourve f, whereby a very complete diagram and consequently also a Ahigh turning moment of the engine is produced. Obviously, as long as compressed gas is fed to the engine i, the normal supply of fuel need not be started. However in. order to obtain the highest possible performance, it is advisable to supply and ignite fuel in the normal manner already during the next following cycle, so that then, after compression according to curve d, during the working stroke of the piston the combustion of fuel takes place first according to curve g, whereupon compressed gas withdrawn from the engine 2 is supplied according' to curve,`

f. By moving the lever 2d between the positions b and c the degree of filling per stroke may now be regulated, so that in the pressure-volume diagram the curves f1, fz, fa etc. are obtained, which indicate a gradually decreasing turning moment. When the required number of revolutions of the engine and a certain speed of propulsion of the vehicle have been attained, the withdrawal of4 compressed gas from engine 2 and its supply to engine I may now be discontinued, and by return'- ing the lever 2d into its position a the two engines may now be coupled directly together with the vehicle such as a locomotive. By thisoperation the two adjusting members 2 l, 22 are shifted again to the extent oi. discontinuing actuationof valves l .il and I5. The two engines mounted on the vehicle now operate as normal Vtwo-cycle driving engines without any separate engine set being required to be carried along on the vehicle as dead weight. The regulation of the engine is now effected by means of lever 2li within its different positions from zero *position down toposition a, the fuel pumps 3 and t being adjustable through rods 29, 3d, 3l, respectively. Whenever, in consequence of an increased resistance, for instance when climbing an incline, the starting turning moment is again required to be increased, the` clutch coupling theltwo engines may be released and the f second engine may again be operated with a. high 'turning moment, similarly as during the start, by

gas is supplied with 'an approximately uniform degree of' filling, however under different pressures indicated by the curves g1, mi as, g4 ctc.

The arrangement and operation of the control mechanism required therefor is shown; in Fig. 4, which agrees with Fig. l, excepting only the adjusting members 2l and 22, which have changed places heres While acording to Fig. 1 within the adjusting limits b-c ofjlever 26 no change oc- `.curred in the control of the delivery valve It which thus opened and closed always at the same crank angle, since theadjusting member 2|l is formed with a. constant face 34 and, in contradistinction thereto,the face 32 of adjusting member 22 continuously rises within the limits b-c and thus provides for a steadily increasing opening period of valve I6, according to the modiiication shown in Fig. 4 the intake valve I6 is always opened and closed, throughout the regulation range b-c, at the same crank angle, and here the adjusting member` I2I of this valve is formed with a constant face i3d. lOn. the other hand the crank angle, within which the delivery valve I 3 is opened, isl varied in dependency upon the inclined control face I32 of the corresponding adjusting member |22, so that the quantity and pressure of the gas withdrawn from the engine 2 during each cycle can be regulated.

. Fig. 5 illustrates the variation of the speeds of the two engines plotted above the' vehicle speed. Here the number of rotations of the engine I coupled directly with the vehicle rises according to line h in proportion to the vehicle speed, while the number of rotations of the engine 2 is maintained by the governor 3 at a constantV value according to line i, after the expansion of the governor spring B by lever t, whereby the number of rotations had been lowered for idle running, has been terminated. The two speed lines h and i now meet in a point 7c, to which corresponds a predetermined vehicle speed. Since at this point the two machines have attained equal speeds, the

moment is now reached for throwing. in the coul be inuenced arbitrarily, by influencing the spring 8 of governor 5 (Fig. l) by means of lever,9 in s uch manner that a lowering of the speeds according to the curves l1, Z2, la can be effected selectively, so that already at lower speeds of the engines, corresponding to points k1, k2, 7c3, and thus also at lower vehicle speeds the two engines can be coupled with each other.

Fig. 6 illustrates a characteristic ofthe speed of engine 2 diiering from the characteristic in Fig. 5. Here the control is eiected in such manner that in dit dit

4till proportion to arise of speed oi engine I and corresponding riseof gas consumptionin this engine perunit of time there arises also a rise of speed of engine 2 from idle running speed up to maximum speed. To this end there are provided according to Fig. 4, gyrating masses @il changing their angular position in dependency on the speed, which influence by means-v of a rod system 4I, 42 the spring 8 of governor 5, so that in proportion to the rise of sp'eed according to line h/of engine I also engine 2 is operated according to line m at rising speed up to a maximum speed. In this case the ratio ofthe -speed of engine lI at the moment, 7s

curves o1, oz, os or o4 and that thus equal speedsof the two engines are reacted already at the points for reedin'gfuei to snm met engine before feeding 1li, 11,2, 713, n4.

I wish it to be understood that I do not desire to be limited to the exact details of construction shown and described for obvious modications will occur to a person skilled in the art.

1. The method of operating an internal combustion engine which as a rule is required ,to start under load, which comprises feeding to the working space of this first enginefor the purpose of raising its'turning moment, compressed gases of combustion withdrawn from the working space of a second internal combustion enginerunning at higher speed and which as a rule during such withdrawal, does not perform any mechanical work, feeding fuel to the working spaces of said first engine and coupling Vthe two engines, after they have attained a sufciently high speed, with the device to be driven by them jointly and now operating them independently of each other.

2. The method of claim 1 wherein the feeding of fuel to the first engine'takes place before the feeding thereto of compressed gases of combustion. a

3. The method of claim 1.v ln which the compressed gases ofcombustion from the second engine are fed to the working space of the rst engine at approximately constant pressure and in a quantity adapted to the performance required per cycle in each individual case.

4. The method of claim 1, in which'th'e' compressed gases of combustion from the second engine vare fed to the working space of the first engine at variable pressure and the quantity and `pressure of the gas is adapted to the performance required per cycle in each individual case.

5. The method of clain 1, in which the compressed gases of combustion from the second engine are fed to the working space of the first engine at variable pressure and the quantity and pressure of the gas is adapted to the performance required per 'cycle in each individual case, the pressure being varied in dependency on the speed of the first engine by changing the moments of the beginning and end of compressed gas withdrawal from the second engine. v

6. In a device of the kinddescribed in combination, two internal combustion engines, a device to be driven by and directly coupled with the first of said engines, means for withdrawing from the secon'd engine compressed gases of combustion and for feeding said gases to said -first engine, means for simultaneously feeding fuel to saidfirst engine and means for arbitrarily coupling also said second engine with the device to be: driven." 'Z.. In a deviceof the kind described in combination, tw'o internal combustion engines, a device to be driven by and directly coupled with the first of said engines, means for withdrawing from the second engine compressed gases of combustion and for feedingl said gases to said first engine, means it to the compressed gas from said second engine and means for arbitrarily coupling also said second engine with the device to be driven.

8. In a device of the kind described in combination, two internal combustion engines, a device to 5 be driven by and directly coupled with the rst of said engines, means for withdrawing from the sec` ond engine compressed gases of combustion and for feeding said gases to said first engine, a speedresponsive governor for automatically adjusting A said second engine for a predetermined maximum speed while withdrawing compressed gas from said engine and means for arbitrarily coupling also said second engine with the device to be driven.

9. In a device of the kind described in combinal5 tion, two internal combustion engines, a device to bedriven by and directly coupled with the first of said engines, means for withdrawing from the second engine compressed gases of combustion' and for feeding said gases to saidrst engine, a speed-,responsive governor for automatically adjusting said second engine for a predetermined maximum speed while withdrawing compressed gas from said engine, means for influencing said governor, while said second engine yis running idle, for admitting a materially lower Vthan the normal operating speed and means for arbitrarily coupling also said second engine with the device to be driven'.

10. In a device of the kind described in coni- 1 30 bination, two internal combustin engines, a device to be driven by and directlycoupled with the first of said engines, means vfor withdrawing from the second engine compressed gases of combustion and for feeding said gases to said first engine, a speed-responsive governor for automatically adjusting said second engine for a predetermined maximum speedwhile withdrawing compressedl gas from said engine, arbitrarily operable means for adjusting said governor for a predetermined 40 maximum speed-and means for arbitrarily coupling also said second engine with the device to be driven.

11. In a device of the kind described in combination, two internal combustion engines, a device to be driven by and directly coupled with the rst of said engines, means for withdrawing from the second engine compressed gases of combustion and for feeding said gases to said rst engine, a speedresponsive governor for automatically adjusting t0 said second engine for a predetermined maximum speed while withdrawing compressed gas from said engine, means influenced by the speed of said rst engine for adjusting said governor for an increase of speed and means for arbitrarily cou- 55.

pling also said second engine with the device to be driven.`

12. In a device ofthe kind described in combination, two internal combustion engines,l a device to be driven by and directly coupled with therst m,

of said engines. means for withdrawing from the second engine compressed gases of combustion and for feeding said gases to said first engine, a speed-responsive governor for automatically adjusting said second engine for a predetermined maximum speed while withdrawing compressed gas from said engine, means inuenced by the speed of said rst engine for adjusting said governor for an increase' .of speed, another means, adapted to be actuated arbitrarily, for adjusting i0 said governor and means for arbitrarily coupling also said second engine with the device to be driven.

HERMANN JANICKE. 

